Circuit controller



March 29; 1932. c. HALL 1,851,508

, CIRCUIT CONTROLLER 1 Filed Dec. 21. 1927 2 Sheets-Sheet 1 Vga.

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March 29, 1932. C` HALL 1,851,508

CIRCUIT CONTROLLER Filed Dec. 21, 1927 2 Sheets-Sheet 2 E@ 5 lvm/entor'.

Cheater I. H,

Patented Mar. 29, 1932 UNITED STATES PATENT OFFICE CHESTER I. HALL, OF FORT WAYNE, INDIANA, ASSIGNOB T GENERAL ELECTRIC COI- PANY, A CORPORATION OF NEW YORK CIBCU IT CONTROLLER Application led December 21, 1927. Serial No. 241,681.

My invention rela-tes to circuit controllers. More particularly it relates to devices of this kind which are especially adapted for use 1n connection with trailic signals.

Q Among the objects of my invention are to provide a motor driven circuit controller which is suiliciently flexible to meet all reasonablc demands ordinarily encountered in connection with the adjustment and control 10,0f traic signals and to provide means for readily adjusting the device through the medium of suitable levers and dials. l

The invention will be readily understood from the following specification and accom- 15, panyin drawings wherein the device is fully set tort and claimed.

Referring to the accompanying drawings, Fig. 1 shows the circuit controller within lts containing box, the box being open and the mechanism being swung into a position upon its hinges in order that a clear View of the details of the device may be had. This figure is in perspective from the front. Fig. 2 is a rear view of the portion of the mechanism which is shown swung forward in liig. 1.

This view is also in perspective. Figs. 3 and 4, taken together, show a so-called exploded View of one section of the mechanism with its adjusting elements. These figures are also in i@ perspectlve. Fig. 5 is a diagrammatic layout of circuits that may be used in connection with the device.

Referring to Figs. 1 and 2, the motor is indicated by the coils 2 and 3 and bythe disc 4. This discis attached to a shaft 5, which latter is provided with a worm gear 6 near the upper end and a worm gear 7 near the lower end. The lower worm 7 is in driving engagement with two clutch mechanisms B and C, one on each side of the shaft. The mechanism B is shown in detail in Fig. 4. The mechanism C is a duplicate thereof, the corresponding elements in the two mechanisms being shifted to adapt one for the left the right hand side. The driving engagement with mechanism B is maintained through gears 7 and 8, which latter is rigidly connected on shaft 9a with the gear 9. Gear 9 in turn is in engagement with gear-wheel hand side of the device and the other one for' 10 which latter is supported on shaft 11. This construction ensures the rotation of the shaft 11 as long as the motor disc 4 is being rotated. Shaft 11 is provided with a pair of friction clutches 12 and 13, Fig. 4;

The clutch 12 is in frictional en agement with the gear 14 and the clutch 13 1s in frictional engagement with the gear 15. There-l C, there is provided a toggle bracket D which is shown in Fig. 2. This bracket comprises a frame 18 which is provided with pivots 19 and which oscillates about an anis through these pivots. Mounted on said bracket there are two similar sets of gears and pinions. @n the lett side is a set consisting oi the gear 21 and the pinion 22, while on the right is a set consisting ot the gear 23 and a pinion, not shown, behind the ear 23 corresponding to pinion 22. The left and set is mounted 'to rotate together about axis 25 and the right hand set is mounted to rotate to ether about axis 25a. 1t will be understoo that as the bracket oscillates about the anis throu h ,the two pivots 19 in trame 20 both sets o gears will also oscillate. When one set 21 and 22, for example, rises, the opposite set, which includes gear 23 and the companion gear corresponding to gear 22, falls, and viceversa. The arrangement is such that when the set on the left falls the pinion 22 engages simultaneously both of the clutch gears 14 and 15 of the set B on the left, Fig. 2, locking the two gears and driving them together. When the set on the right hand falls, the pinion corresponding to the pinion 22 engages simultaneously both clutch gears 26 and 26a which correspond to gears 14 and 15, locking these gears and driving them together. The gear 21 is so mounted with respect to the shaft `this rotation continues until the 5 of the motor that it always remains in engagement with the worm 6 regardless of the oscillation-of the bracket 18 about its axis through the pivot 19. The same is true with respect to the gear 23. Therefore, when the pinion 22 is in engagement with the gears 14 and 15, these gears will be driven in a clockwise direction, as indicated by the arrows on gears 14 and 15, (see Figs. 2-and 4), that is, in a direction opposite to that in which the clutches 59 and 64, Fig.`4, tend to drive the gears 14 and 15, as indicated by the arrow on gear 10, Fig. 2, and when the corresponding pinion on the shaft 25a engages the gears 26 and 26a, these last gears are rotating in the opposite direction. The oscillating operation of the element 27 and therefore of the lframe 18 is under the control of both the B mechanism, through the medium of gear 15, and of the C mechanism, through the medium of the corresponding gear 26. It will be seen that the element 27 is mounted to oscillate about the pivot 28. This element is provided with a pair of arms 30 and 31, one

projecting toward the left in operative relation with the mechanism B and the other toward the mechanism C in operative relation therewith. The arm 30 is adapted to be engaged by the pin 32 on the gear 15, while the arm 31 is adapted to be engaged by the corresponding pin on the gear 26. The arrangement is such that when the pinion 22 drives the gears 14 and 15 in a clockwise direction pin 32 strikes the arm 30 causing the element 27 to be oscillated to the left about the axis 28, that is, in a counterclockwise direction with the result that the spring 29 is compressed as it approaches a plane passing through the axes of the elements 19 and 28. The element 27 then snaps forward to the left and strikes the latch arm 33 thereby releasing the frame 18 from said latch, and which frame is then tilted ina clockwise direction by the spring 29. The result is that the clutch mechanism B is released from the driving gears 21 and 22 and abandoned to the driv-l ing force ofthe gear 10 through the medium of the friction clutches previously referred to until the pins 36 and 37 on the gears 14 and 15, see Figs. 1 and 4, strike a set of adjustable stop pins 40 and 41, which will be more fully described. At the same time the mechanism C is locked in engagement with the gear 23 and itsadjacent pinion with the result that the gears 26 and 26a begin to ad- Vance in a counter-clockwise direction, Fig. 2, with the result that the pin on the gear 26 corresponding to the pin 32 on gear 15 is carried forward and finally strikes the arm 31 Vof the element 27 causing the latter to trip in the reverse direction, that is, in a clockwise direction, thereby releasing the fr ame 18 from the latch 34, corresponding to latch 33, subjecting the frame to the force ofthe Spring 29 with the result that the frame is rotated in a counter-clockwise direction, again causing the gears 14 and 15 to become locked in driving engagement with the pinion 22 until pin 32 again strikes the arm 30. When this takes placethe gears 14 and 15 are again restored to the action of the clutch mechanism and rotated back until they again strike the adjustable pins 40 and 41. It will be seen, therefore, that the mechanisms B and C with the means indicated, will be rotated respectively clockwise and counter-clockwise by the gears 1() and 10av respectively, this rotation being interrupted and reversed by the gears 21 and 23 as. the frame 18 trips back and forth under the control of the toggle arm 27, which is in turn under the control of the gears 15 and 26.

In Fig. 2 the gears 10, 15 and 14 are shown assembled and supported along an axis 'g through shaft 11 between the frame 2() of the device and the front plate 50. The detail of this assembly will be understood by referring to Fig. 4. The shaft 11 is shown near the central portion. This shaft is provided with a metal flange 51 and with shoulders 52, 53 and 54. A fiber washer 55 fits over the shoulder 53 and a metal collar 56 follows. Next comes the gear 15, with its bushing 57. This bushing fits into the central opening 59 of the gear. The bushing furthermore is perforated and fits over the shoulder 54, the left hand face of the bushing 57 striking the right hand face of the shoulder 53. The bushing furthermore is provided with a flange 58. Consequently, it will be seen that the gear 15 rotates upon the bushing 57 between the flanges 58 and 56. Next in order in the ligure is shown a libe disc 59 with a central opening large enough to permit it to lit over the Hange 58 and to rest against the face of the gear 15. This disc 59 constitutes one of the elements of the friction clutch. Following the disc 59 there is the spider 13 which is received by the shoulder 54 on the shaft 11. Following the spider there is a fiber washer 60 after which follows the gear 10, both of which last elements are received by the shoulder 54. As shown in Fig. 2, the end of shaft 11 has a bearing in the frame 20. This completes the assembly to the right of the flange 51 on shaft 11. To the left of the flange there is provided a fiber washer 61 which is received by the shoulder 52 after which follows the spider 12 which is received by the same shoulder. N extin order is the bushing 62 which is receivedby the same shoulder. Bushin 62 is provided with a flange 63 which receives the fiber disc 64. Next in order follows the gear 14 which is received by the left hand section of shaft 11 beyond the shoulder 52, the face of the gear 14 resting against the face of the disc 64. The disc 64 constitutes a friction element of the friction clutch which is provided between the shaft 11 and the gear 14 just as the disc 59 constitutes one of the elements of the friction clutch between the same shaft and the gear 15. The left hand portion of the shaft 11 projects beyond the gear 14 and receives a small washer 65. Over this small washer there is slipped a larger washer 66, the opening of the washer 66 being of the same size as the outer diameter of the washer 65. After these washers are in place the washer 65 may be peened so as to lock the washer 65 on to the shaft 11 and so as to lock the washer 66 about the washer 65,

thus holding the gear 14 in position. In 7 this assembly the gear 10 is screwed securely to the shaft 11 and rotates therewith. The gear is loose upon the bearing 57, while the gear 14 is loose upon the shaft 11 just at the left of the shoulder 52. Referring to Fig. 1, it will be seen that between the gear 14 and the plate are located the pins 40 and 41 and that in front of the plate 50 appear the dials 44 and 45 with them-respective levers 43 and 42. These elements constitute a continuation of the assembly, Fig. 4, that is, the elements of Fig. 3 and the elements of Fig. 4 have a common axis passing through the shafts 11, Fig. 4, and 67, Fig. 3, as may be seen by a glance at Fig. 1.

The mechanism shown in Fig. 1 located between gear 14 and the plate 50 is shown in detail 1n Fig.3. It will be seen from this figure that the shaft 68 is hollow and that the shaft 67 tits therein. Attached to shaft w 68 is the dial 45 to which the lever 43 and a pointer 43a for dial 44 are attached. Un the other hand, the lever 42 and a pointer 42a for dial 45 are secured to the shaft 67, this lever being held in position through the medium of the screw 69, the shaft 67 being provided withl internal threads at the left end for the screw. It will be seen that the levers 42 and 43 are provided at their radial extremities respectively with latches 70 and 7l which are mounted to slide radially on the ends ofthe levers. Associated with these latches there is a hairpin spring 72, the head of' which is coiled about the shank of the screw 69. @ne end of the spring is coiled around the shank of Ithe knob of latch 70, while the other end of the same spring is coiled around the shank of the lrnob of latch 71, as may be clearly seen by referring to Fig. l. The latch elements are provided respectively vvith ridges 73 and 74. W hen in. position the ridge 73 engages 'the teeth of dial 45, while the ridge 74 engages the teeth of the dial 44. rFliese ridges are maintained normally in retracted engagement with said teeth by the spring 72. lt will be seen that the dial is provided with a central opening 75 through which the shaft 68 extends and in which it rotates. The elements 76 and 77, with the spring 78 between them, are received upon the bushing 79, which latter is provided with a dan e 80. ln order to hold the spring 78 and t e element 77 in position the left hand rim of the bushing 79 is peened in order to secure the element 77 thereto. However, the element 77 remains loose upon the bushing 79 so that it may rotate thereon. After the dial 44 is in position the shaft 68 is inserted through an opening in the plate 50, Fig. 1, whereupon the elements 76, 77, 78 and 79 are slipped on to the shaft 68 and secured thereto y means of screw 81, the latter being received in the threaded hole 82. J ust as elements 76 and 7 are assembled upon the bushing 79 so are the elements 83 and 84, with the springs 85 between them assembled upon the bushing 86. Bushing 86 is provided with a flange 87 and element 83 is peened to bushing 86 just as element 76 was peened to element 79. The assembly is such that the element 83 is secured to the element 86 and held rigid therewith while the element 84 may be turned thereon. It will be understood that the spring 78 is provided for maintaining the edge 88 of the lever supporting the pin 40 against the under side of the pin 89 on the element 76. However, by pressing upon the pin 40 the element 77 may be rotated in a counter clockwise direction about the axis of the elements of Fig. 3. Upon releasing the pin, however, the spring 78 will retract the edge 88 against the pin 89. lt will be understood that one end of spring 78 is secured to the pin 89 while -the other end is secured in the notch shown in element 88. The spring 85 performs a similar function by maintaining the edge 90 of the element supporting the pin 41 against the under side of the pin 91 on the element 83. Element 90 is, rotatable with respect to element 83 just as 88 is with respect to 76. lt will be seen, therefore, that the elements 76. 77 78 and 79 form a unit and similarly that the elements 83, 84, 85 and 86 form a unit. The first unit is secured to the shaft 68 by the screw 81, while the second unit is secured to the shaft 67 by the screw 92. 'l he elements of Fig. 3 having been assembled and the elements of Fig. 4 having been assembled, the right hand end of `the shaft 67, Fig. 3, projects to the right of the last element 87, while the left hand end of the shaft 11, Fig. 4, projects to the left of the last element 65. 'lhe arrangement is such that the right hand end of the shaft 67 is hollow and serves as a bearing for the lett hand end of the shaft 11. lt will be understood that the bushing 79 locks the shaft 68 and prevents it from sliding endwise through the bearing in the plate 50, Fig. l. The bushing 86, Fig. 3, serves a. similar function with respect to the shaft 67, that is, it holds the shaft 67 in position and prevents it from sliding lengthwise through the shaft 68.

lfhen the elements thus described are in alignment they form an assembled structure such as indicated in Fig. 1.

It will be seen by referring to Fig. 2 that gear 10, Fig. 4, is in permanent engagement with gear 9 on the shaft 9a and that through the medium of gear 8 on the same shaft permanent engagement is insured with the worm 7 on the motor shaft 5. Therefore, whenever the motor is in operation gear 10 is caused to rotate in a counter clockwise direction. This gear through the mediurnoi' the clutch mechanism associated with gear 15 and through the medium of the second clutch mechanism associated with gear 14 operates at certain intervals as previously described to rotate -the gears 14 and 15 in a counter clockwise direction. As already pointed out the mechanism C is a du licate of the mechanism B and functions 1n the same way except that the rotation of the corresponding parts are reversed, that is, referring to Fig. 2, while gear 9 rotates clockwise, gear 17 rotates counter clockwise and therefore gear 16 also rotates counter clockwise. On the other hand the clutch mechanism C operates clockwise or counter clockwise, depending upon whether it is being driven by the gear 16 or the toggle gears of frame 18.

It will be understood that by adjusting the levers 42 and 43 the position of the stop pins 40 and 41 may be varied with the result that the length of the arc of rotation of the gears 14 and 15 is varied. As soon as the pins 36 and 37 strike the corresponding stop pins 40 and 41 the clutches slip and the gears 14 and 15 come to a stop, the gear 10 continuing its counter clockwise rotation. These gears 14 and 15 stay in this position until the toggle frame is reversed and the pinion 22 is again thrown in mesh with the gears 14 and 15 whereupon the gears 14 and 15 start again in their clockwise travel. Obviously, therefore, the clockwise starting point of rotation of these two gears 14 and 15 of clutch B may be shifted by shifting the position of the levers 42 and 43 and hence of the pins 40 and 41. Consequently, the length of time that elapses before the pin 32 of gear 15 strikes the member 30 of the toggle arm may be shortened or lengthened depending upon the position of the pin 41.

When the gear 14 rotates in a clockwise direction, indicated by the arrows, Figs. 2 and 4, the cam 39 strikes the pin 46 on the bell crank arm 40a and continues to hold the contacts A1 and A2 closed and R and R1 open until the toggle frame is reversed. At the instant of reversal of the toggle arm all circuitconnections associated with the leftsection of the timer are opened and transferred to the right section of the timer. This may be understood by reference to Fig. 5, which shows the circuits of the timer. In these circuits there are two sets of contacts 97 and 99, and 98 and 100, both ofwhich are under the control of the toggle frame. When the pin 32 strikes the member 30, the circuit is opened at contact 97 and closed at contact 98. This condition is reversed when the tog le w frame is operated in the reverse directiony the pin in the right clutch gears corresponding to the pin 32. l

It will be understood, as already indicated, that the mechanism associated with clutch C is a duplicate of that associated with clutch B and that the adjusting elements may be used in exactly the same way. For example, by referring to Fig. 1 it will be seen that dials 93 and 94 of mechanism C are the duplicates 30 of dials 44 and 45 of mechanism B.

In Fig. 5 I have shown diagrammatically the connections between the circuit controller and the signals of a traiiic signal unit such as ordinarily found in service. Signals of this type are usually arranged in compartments one above the other, each compartment having four openings, one on each side. In this igure the lower compartment is represented by the four signals 105, 106, 107, 108. I will assume that these signals are, for illustration, green. AThe next higher compartment is represented bythe four signals 109, 110, 111, 112.

I will assume these signals to be amber. The third compartment, located above the amber compartment, is represented by the signals 113, 114, 115, 116, which I will assume to be red. For purposes of illustration I will assume that the signals 107, 108, 111, 112, 115,` 116, are east and west signals and that the remaining signals are north and south. From the diagrammatic layout it will be seen that the green east and west signals 107 and 108 and the north and south red signals 113 and 114 are connected to the conductor 117, termi- 105 nal 118 and contact G in the controller. Similarly, the north and south green signals and the east and west red signals are connected by way of conductor 119 and terminal 120 to the contact R of the controller. It will also be seen that the east and west amber signals 111 and 112 are connected by way of conductor 123 and terminal 124 with the contacts A1 and A3 of the controller. Also the north and south amber signals 109 and 110 are con- 115 nected by way of conductor 121 and terminals 122 with contacts A1 and A3 of the controller.

By this means the cam 39 on gear 14 is caused to oscillate under the arm 40a which in turn, by its oscillatory movement, controls traic signal circuits, one of which extends through the spring A1 and contact A2, and another of which extends through the spring R and contact R1. Similarly, the cam in mechanism C corresponding to the cam 39 in X25 mechanism B oscillates back and forth under the arm 40 corresponding to arm 40, with the result that circuits are controlled, one of which extends through spring A3 and contact A4, and another one of which extends 339 through spring G and contact Gl. The above and other circuits associated with the device are shown in detail in Fig. 5.

1t will be seen that contacts A2 and Rl 5' areconnected together upon the metal support 95. Similarly, contacts A4 and G1 are connected together on the metal support 96. The plate 95 is provided on the opposite end with the contact 97, while the plate 96 is provided on the opposite side with the contact 98. Associated with the Contact 97 there is a spring 99 and associated with contact 98 there is a spring 100. Both of the springs 99 and 100 are connected together as indicated in Fig. 5 and are connected to a source of current supply. Therefore, the circuits through springs A1 and R cannot be closed unless the circuit is closed between contact 97 and spring 99. Similarly, the circuits through springs A3 and G cannot be closed unless contact is closed between contacts 98 and spring 100. Referring to Fig. 2, it will be seen also that springs 99 and 100 are under the control of arm 101 on the frame 18 and which, of course, oscillate about the axis through the pivot element 19 about which the frame oscillates. Therefore when the frame 18 is tilted to the' left as indicated in Fig. 2 a circuit is maintained between contact 97 and spring 99 while the circuit is interrupted between contact 98 and spring 100. When the frame 18 is in the reverse position the reverse is the situation, that is, circuit is opened at 97 and closed at 98. With the foregoin mag be regulated by ashing on first north an south green and east and west red. rlhis takes place when contacts R and R1 are closed. That is,while frame 18 isin the position of Fig. 2and before oam39 strikes pin 46. This signal is followed by a removal of the green and red and the appearance of amber both east and west and north and south by the closure of contacts A1 and A2 when cam 39 raises arm a. During this operation the contacts 97 and 99 are closed. However, as soon as the toggle trame reverses the amber signal is interrupted by the breaking of the circuit at contacts 97 and 99. This is followed by closure of the contacts 98 and 100 when trame 18 reverses. p inasmuch as at this sta e or the operation, that is, before the cam of mechanism strikes arm 4.0', contacts G and Grl are closed, the east and west green signals appear, together with the north and south red signals. At the proper interval when the cam corresponding to cam 39 strikes arm 40', the circuit is broken between the contacts G and G1 and closed between the contacts A9 and Aft whereupon the red and green signals disapear and the amber north and south and east and west signals reappear. At the end of the proper interval of time the toggle frame reverses, breaking the circuit at contacts 98 and 100 and closing the circuits at contacts 97 and arrangement traffic 99, thereby repeating the green north and south and red east and west signals.

Under certain conditions it may be desirable to have the amber signals accompany only the green signals, in which case the conductor 125 is cut between the points 126 and 127. With such an arrangement when the circuit is interrupted at contacts R and Rl. and closed at A1 and A2, only the north and south amber signals will appear. When such an arrangement is used, however, it is preferable to have the amber signal overlap the green, in which case the humps in sprin R and G, Fig. 2, have to be modified. As 1ndicated in Fig. 2, the humps in springs R and A1 are slightly out of alignment. 'lhe same is true with respect to the humps in springs G and A3 with the result that when the arm 40a is in the position shown in Fig. 2 the pin on the end of arm 40 strikes and raises spring A1, but does not engage spring R. However, when the cam 39 shifts the arm 40` the situation is reversed, that is, the pin on the end of the arm 40E strikes and raises s ring R, but disengages from and releases spring A1, with the result that the contacts R and R1 are separated and contacts A1 and A2 are closed. The same description applies to springs A8 and A4 and the arm 40. In order to have the amber overlap the green the hump in the spring A1 is lengthened suciently to allow the spring A1 to engage the contact A2 before the pin on the end of the arm 40a separates spring R from Contact R1. The same change should be made in connection with spring A3. With such an arrangement it isobvious that the north and south amber will come on just before the north and south and the east and west red circuit is interrupted and vice versa. Similarly, when springs Aand G1 are in control the east and west amber signal will appear before the east and west green and also the north and south red disappear. The advantage of this arrangement is that the caution signal is only given to vehicles that are approaching the greensignal. lt is found that better results are obtained if a caution signal is not given to vehicles that are standing still. 1n practice it appears that the vehicles that are standing still are too prone n to proceed before time it a caution signal is displayed.

y referring to Fig. 2, it will be seen that 1 have interposed an additional gear 102 between the trame element 20 and the gear 10a. rThis additional gear is on the same shaft as gear 10a and rigid therewith so that both gears 10a and 102 rotate together in a clockwise direction. The function of this gear is rea to operate a circuit interrupter the contacts e 108 and 1011- orn which are shown to the right ot the mechanism. rEhe contact 108 is stationary, while the contact 10e is mounted on spring 105, which is flexible and under the control of the pin 106 of insulating material CIS mounted on the arm 107, which is mounted to oscillate about the pivot 108. The lower end of this arm is bent at right angles to a plane through the gear 102 and drags over the teeth of gear 102. Therefore, as the gear 102 rotates, arm 107 oscillates about the pivot 108 with the result that contact 104 makes and breaks with contact 103. This mechanism may be used as a flasher during such intervals of time that the othercircuits through the springs A1, R, A3 and G are not in operation.

With respect to the motor, the rotor of which is the disk 4, this motor is in the nature of an induction motor of the general type shown and described in United States Letters Patent to Warren, No. 1,456,082. This motor is provided with suitable shading coils 109 and 110, either one of which may be adjusted about the axis of the coil for varying the speed of the motor if such variation is desired. From the foregoing description it will be understood that the operation o the device during a complete cycle is as follows: Assumin the device to be in the position shown in Fig. 2, with the pinion 22 driving gears 14 and 15 and with the pin 46 no t yet 1n engagement with the cam 39, the contacts 99 and 97 and also the contacts R and R1 will be found closed. As a result the green signals 105 and 106 on the main street will be on and the red signals 115 and 116 on the cross street will be on. As the gear 14 advances the pin 46 rises over the cam 39, breaking the circuit of the red and green signals at the contacts R and R1. The same operation closes the circuit of the amber signals at the contacts A1 and A2. The gears 14 and 15 advance until the pin 32 strikes the arm 30 thereby releasing the gears 14 and 15 and effecting the reversal of the frame 18. This reversal of the frame opens thel circuit of the amber signals at the contacts 97 and 99 and also closes a circuit at the contacts 98 and 100. Since in this position of the mechanism the arm is not in engagement with the cam on the gear 26a the circuits for the red signals 113 and 114 on the main street and for the green signals 107 and 108 on the cross streets are closed by way of contacts G and G1. The reversal of the frame also locks the gears 26 and 26a into driving engagement with the pinion (corresponding to pinion 22) on the shaft with gear 23 against the friction of the clutch. Therefore the gears 26 and 26a are advanced and in time the cam on the gear 26a shifts the arm 40', thereby opening the circuit of the red and green signals at the contacts G and G1 and closing the amber signals at the contacts A3 and A4. The gears continue to advance until the pin on the gear 26a corresponding to pin 32 on gear 15 strikes the arm 31 and reverses the frame 18, thereby, first, releasing the gears 26 and 26a to the action of the clutch; second, breaking the circuit of the amber signals at the contacts 100 and 98; and third, closing the circuit again at the contacts 97 and 99. The closure of the circuit at these contacts again restoresv the green signal on the main street and the red signal on the cross street, thereby completing the cycle.

Considering the adjustable features of the mechanism, since arm 42 is adjustably attached to segment 45, and arm 43 is carried by segment 45 and is adjustably attached to disk 44, the two stop pins 41 and 40 are, in substance, locked together. As a result, when arm 43 is adjusted on disk 44, both stop pins move together. The position of stop pin 41 determines the total distance which pin 32 must move before it strikes arm 30. The position of stop pin 40 determines the point during the movement at which cam 39 strikes pin 46 on arm 40a to change the'signals to amber or caution. Hence by ad'usting stop pin 41 the length of the part o the tot-al cycle controlled by gear 15 may be adjusted, the relative length of the amber remaining the same, and by adjusting stop pin 40, the length of the amber or caution signal may be adjusted, the total length ofV this part of the cycle, however, remaining the same. The positions of stop pins 41 and 40 may be considered as determining the initial positions of the ears 15 and 14. Viewed from one aspect, t e `adjustment of stop pin 40, adjusts cam 39 relatively to pin 32, so that when gears 15 and 14 are locked together by pinion 32, the positions of pin 32 and cam 39 are definitely fixed relatively to each other, so that cam 39 forms in substance a part of gear 15. By having cam 39 carried by a separate gear 14 which is locked to and unlocked from gear 15, the cam is readily adjusted relatively to p1n 32.

Considering the mechanism as a whole, it will be seen that the lengths of the green and red signals may be adjusted independently of each other by the arm 43 of mechanism B and the corresponding arm of mechanism, and that the amber may be adjusted in each case to give the desired length of amber signal in each instance.

What I claim as new and desire to secure by Letters Patent of the United States, is:

1. In a circuit controller, the combination of a circuit closer, an arm which is moved to actuate the circuit closer, a gear wheel, means carried by the gear wheel for eli'ecting movement of said arm, a gear wheel movable into and out of engagement with the rst named gear wheel for turning it in a direction to effect movement of said arm, a friction means for turning said first named gear wheel in the other direction, and means for actuating said second named gear wheel and said fricj menace of a circuit closer, an arm which is moved to actuate the circuit closer, a gear wheel, means carried by the gear wheel for etiecting movement of said arm, a gear Wheel movable into and out of engagement with the first named gear wheel for turning it in a direction to effect movement of said arm. a friction means for turning said firstnamed gear wheel in the other direction, an adjustable stop for limiting such turning movement of the tirst named gear wheel by said friction means, and means for actuating said second named gear wheel and said friction means.

3. In a circuit controller, a plurality 'of circuit closers, an actuating member for each circuit closer, said actuating members being movable from initial positions to circuit closer actuating positions, adjustable stops for defining the initial positions of said actuating members, an operating means which engages both said actuating members for simultaneously moving said actuating inembers from their initial positions to their circuit closer actuating positions, means for moving said operating means into and out of engagement with said actuating members, and friction means for returning said actuating members to their initial positions.

t. in a circuit controller, a plurality of circuit closers, an actuating member for each circuit closer` said actuating members be ing movable from initial positions to circuit closer actuating positions, adjustable stops for defining the initial positions of said actuating members, means for simultaneously moving all said actuating members from their initial positions to their circuit closer actuating positions in fixed relative relations to each other, and means for eecting the return of said actuating members to their initial positions independently of each other.

5. In a circuit controller, a plurality of circuit closers, an actuating member for each circuit closer, said actuating members being movable from initial positions to circuit closer actuating positions, adjustable stops for defining the initial positions of said actuating members, an operating means which engages both said actuating members for simultaneously moving said actuating members from their initial positions to their circuit closer actuating positions, means for moving said operatin means into and out of engagement with said actuating members, friction means for returning said actuating members to their initial positions, and a single motor for actuating both said operating means and said friction means.

6. In a circuit controller, the combination of a plurality of circuit closers, a member which is oscillated to alternately operate said circuit closers,and an actuating means for oscillating said member in each direction, each actuating means comprising a shaft, a gear wheel on the shaft, a friction clutch connecting the gear Wheel to the shaft, a member carrie by the gear wheel for engaging said first named member to oscillate it, a motor connected to said shaft for operating said gear Wheel through said clutch in a direction to move the second named member away from the first named member, an adjustable stop for limiting such movement of the second named member, a gear Wheel which is ada ted to engage said irst named gear Wheel or turning it in a direction to etl'ect movement of said first named member, and means actuated by said first named member for moving said second named gear Wheel into and out of engagement with said first named gear wheel.

In Witness `whereof, il have hereunto set my hand this 17th day of Dec., 1927.

CHESTER l. HALL. 

